Income tax (charge)

Peter Aldous Excerpts

Tuesday 17th March 2020 Commons Chamber

[Peter Aldous (Waveney) (Con)]

I welcome the opportunity to speak in this debate. Last week’s Budget focused on two issues: the UK’s co-ordinated initial response to the serious threat posed by coronavirus to the UK economic outlook, and a significant increase in public spending to raise productivity, promote growth, and spread its proceeds to all corners of the UK—a process that has been dubbed “levelling up”. That is particularly important in my constituency of Waveney, which is the most easterly constituency in the UK. I shall be focusing on the second issue, but such is the gravity of the first—it is increasingly apparent that this will not be a short-term blip—that the two issues are increasingly becoming intertwined.

It is right to increase public spending in this way, although it is not without risk. It is right because as we leave the EU, we need the economy to be firing on all cylinders, not spluttering along in third gear. Our productivity remains stubbornly low, and in many places our infrastructure is crumbling. We have a host of challenges to address, such as climate change and promoting the green economy, the crisis on the high street, and the urgent need to improve social mobility, so that young people, wherever they live and whatever their circumstances, have the opportunity to realise their full potential. Added to that cocktail, we must now support people and businesses to get through the enormous challenge of coronavirus.

It is important to emphasise the political case for this about-turn. The Brexit vote, which in many respects was repeated last December, was a cry for change. The UK economy as a whole has performed well over the past 40 years, but the proceeds of growth have not been evenly distributed, but rather concentrated in London and the south-east. For so many people, and so many communities, the improvement in our national economic performance has passed them by. They voted for a different way of doing things, and we must now deliver for them.

That different course is not without risk, and it is important that the Government provide reassurance that in the long-term, the UK is still committed to the sustainable and responsible management of our finances. When it comes to infrastructure, the right schemes must be chosen—not vanity projects, but productive and growth-enhancing schemes that are a catalyst for private sector investment. We must ensure that we have the capacity to deliver those projects: the right skills, enough engineers, project managers and planners, and a ready supply of steel, concrete and tarmac. If we do not do that, prices will escalate and schemes will not be delivered on time.

[Alex Sobel (Leeds North West) (Lab/Co-op)]

The hon. Gentleman is making an excellent speech, and although we differed on the question of Brexit, I agree with many of his points. Does this current crisis reinforce the fact that we must also ramp up UK production and UK ownership of production, and have more British-owned firms? In times of crisis such as this, production overseas and overseas ownership create difficulties. Although we obviously need inward investment, we must balance that with UK ownership.

[Peter Aldous]

I agree with the hon. Gentleman to a large extent, and we need more companies to be investing in, and based in, the UK. It is important to have UK companies, but I am also proud when companies from around the world invest in the UK. That is something we should be pleased about.

Let me return to infrastructure projects and the need to have the right skills and supply of materials. In 2014, funding was provided for six schemes on the A47 from Lowestoft through Norfolk to Peterborough. Six years later, five of those schemes have yet to see any work starting on the ground. We must ensure that planning and legal frameworks are fit for purpose. The third crossing project in Lowestoft will bring about great positive change to the town. It is an oven-ready scheme—we are ready to go, yet we still await a planning decision that should have been made more than three months ago.

I wish to highlight three aspects of levelling up. First, coastal communities have been left behind in recent decades, but they have so much to offer to UK plc. In Lowestoft, there is a compelling case for investment in the port, which occupies a strategic location. It lies in close proximity to one of the UK’s most productive fishing grounds, from which, as we leave the EU, we have a great opportunity to land more fish and to revive the local industry.

[Neil Parish]

There is a huge opportunity as we leave the European Union; we will gain much more fish for our fishermen. We must ensure that we not only land those fish but process them. We also need a great marketing ploy across the country to encourage people to eat many more different types of fish, so we do not have to export quite as much and we eat more of our own fish.

[Peter Aldous]

My hon. Friend is spot on. To make the most of this opportunity, we need to invest in infra- structure—in port infrastructure, markets and processing factories. That would be so much help to coastal communities that have been left behind.

In Lowestoft, we are close to the main cluster of offshore wind farms in UK coastal waters. We are also an area of the southern North sea UK continental shelf, which has an important role to play in the transition to the low-carbon economy, and where there will be an enormous amount of work in the decommissioning of gas and oil facilities over the next decade.

The Budget places much emphasis on free ports. It is good news that the Government recognise the important role that ports play, but it is vital that free ports add to the UK’s trade, making our ports more attractive than their international competitors, rather than diverting business from one UK port to another.

Coastal communities along the East Anglian coast face a significant challenge from coastal erosion and storm surges. The sea does not just damage homes and businesses; ultimately, it destroys them. The Lowestoft flood defence scheme will remove that threat. At present, it is only part funded, so it is good news that the Budget recognises the threat of coastal erosion, provides an additional £5.2 billion for flood defences and includes an undertaking to carry out a review of the Green Book.

[Sir John Hayes (South Holland and The Deepings) (Con)]

I wonder whether my hon. Friend might add to his thinking on this subject support for the internal drainage boards, which do such great work in the fens in particular, including in his constituency. Will he implore the Government to ensure that the Environment Agency works with the drainage boards rather than against them, as I am afraid it sometimes does?

[Peter Aldous]

I thank my right hon. Friend for that intervention. I have internal drainage boards in my constituency, although I sense they may not be such big players as those in the fens in his constituency. From what I see of them, however, they are the ones who know the local area best and are best placed to come up with tailored, bespoke solutions.

[Kevin Hollinrake]

My hon. Friend briefly mentioned the Green Book. One of the reasons the A64 in my constituency has not been dualled is that, according to Highways England, it was competing with the Oxford to Cambridge corridor and the lower Thames crossing. How ludicrous is that? How easy would he feel explaining to his constituents that such an iniquitous situation is baked into the system for deciding where money is invested?

[Peter Aldous]

I thank my hon. Friend for raising that issue. The Green Book is long overdue a complete overhaul. It has held back communities all around the country—those we are looking to help with their issues—for far too long. It is right that we are now getting on with giving it a complete, radical overhaul.

My second request to the Government is not to forget the east. Our region is a net contributor to the Treasury, notwithstanding that at present we get poor local government, education and transport funding settlements. With the right investment, we could deliver so much more. The New Anglia local enterprise partnership recently published its report “Delivering an infrastructure revolution in Norfolk and Suffolk”, which outlines 12 connectivity infrastructure improvements that will boost productivity and make us global leaders in clean growth. I will not list the “clean dozen”, but I urge the Government to study these compelling schemes closely and to respond positively.

The third aspect of levelling up is to highlight the threat to our towns and their high streets, which are the heart of local economies all around the UK. There is an urgent need for towns to reinvent themselves. With the towns fund, the Government have recognised that, and Lowestoft is one of 101 towns eligible to bid for money that can be used to promote change and attract inward investment. That needs to be accompanied by a comprehensive reform of, and quite probably a replacement for, business rates. It is good news that the Government are committed to a fundamental review, although we have been talking about that for a long time and we now need to get on with it.

Investment in bricks and mortar and in concrete and steel is very important, but it is investment in people that matters most. The fact that the Government recognise the importance of further education in achieving levelling up is extremely good news. The additional £1.5 billion for capital investment in further education colleges and the £5 billion national skills fund to improve adult technical skills are welcome, and it is very good news for colleges like East Coast College, which last week achieved a good Ofsted rating. Those announcements follow on from the increase in revenue funding for 16 to 18 education that was announced last autumn, although there is still some way to go to get that day-to-day funding up to a sustainable level that will enable colleges to provide the full education, training and support needed to properly prepare young people for the workplace.

In conclusion, I welcome the Budget and I support its ambitions. I believe we are pursuing the right course. That said, there are hazards, obstacles and pitfalls lying immediately in front of us. It is important that the Government are flexible, and prepared to adapt and vary policy to meet challenges that will suddenly present themselves.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 12th March 2020 Commons Chamber

[Grant Shapps]

Yes, that is absolutely the case. We are committed to 2050 and will soon be producing a decarbonisation plan, which will do precisely what the hon. Lady is after.

[Peter Aldous (Waveney) (Con)]

The development consent order decision for the Lowestoft third crossing should have been made by 6 December. More than three months on, I would be grateful if my right hon. Friend the Secretary of State advised as to when a decision will be announced. Does he agree that if the UK is to build the infrastructure that the Chancellor outlined yesterday, we need a timely and efficient legal process for making such decisions?

[Kelly Tolhurst]

I understand my hon. Friend’s frustrations with the delay. We will be issuing a written ministerial statement setting out a new date for the decision as soon as practically possible, but as it is a live planning application, I unfortunately cannot comment further on the scheme. However, as he knows, we of course want to ensure that all applications are dealt with in a timely way, and our Department will work to ensure that.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 30th January 2020 Commons Chamber

[Grant Shapps]

Like the hon. Lady, I support the ambition for more cycling. That £350 million is in addition to the existing funding, and I think she will be pleased to back our manifesto commitment to make cycling proficiency, or Bikeability, available to every child in England.

[Peter Aldous (Waveney) (Con)]

Can the Secretary of State advise me of when the development consent order decision on the Lowestoft third crossing will be announced? This was due on 6 December, and it was understandably postponed due to the general election campaign, but we are now eight weeks further on and a statement from him would be appreciated.

[Grant Shapps]

I need to be cautious—it is going through due process, and I will contact my hon. Friend to give him a bit more detail.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 18th July 2019 Commons Chamber

[Mr Speaker]

The hon. Gentleman was ahead of himself, not for the first time and probably not for the last.

[Peter Aldous (Waveney) (Con)]

2. What steps he is taking to improve charging infrastructure for electric vehicles.

[Andrew Lewer (Northampton South) (Con)]

18. What steps he is taking to improve charging infrastructure for electric vehicles.

[The Minister of State, Department for Transport (Michael Ellis)]

We are consulting on all new build homes in England being fitted with charge points, and we want all new public rapid charge points also to offer pay-as-you-go card payments from the spring of 2020. Our grant schemes and the £400 million charging infrastructure investment fund will see the installation of thousands more public charge points, adding to the 20,000 already installed.

[Peter Aldous]

I am grateful to the Minister of State for that reply. At sea, Lowestoft is at the forefront of the transition to a low-carbon economy—the world’s largest offshore wind farm is being built just off our coast—but the town also wants to be in the driving seat on land. Will the Minister outline the initiatives that have been put in place to ensure that electric vehicle charging infrastructure can be rolled out quickly and early in Lowestoft, and that the work will not just be focused in large cities?

[Michael Ellis]

With my hon. Friend as the Member for Lowestoft, I believe that it is doing very well indeed on land, at sea and in the air. We have to remember that the majority of electric vehicle drivers charge their cars at home overnight or at the workplace. We want people across the country, and especially in Lowestoft, to switch to electric vehicles, and we want to leverage private sector investment to provide a self-sustaining public network that is affordable, reliable and accessible. As my hon. Friend knows, the market is best placed to identify the right locations.

Haulage Permits and Trailer Registration Bill [Lords]

Peter Aldous Excerpts

Tuesday 26th June 2018 Commons Chamber

[Tom Brake]

I thank the hon. Lady for her intervention. I think she is about to put on the record the reasons why, for her, this is an important issue. I do not want to dismiss that and I can confirm that I and, I suspect, other Members have had issues with trailers that have been left by the roadside that it is very difficult to do anything about because they are not registered. I agree, but the trigger in this case was not a desire on the Government’s part to address the issue but the fact that Brexit has required them to do a certain thing, which led to a chain of events that has resulted in the requirement to register trailers.

As Members may know, the convention might—although I accept that it is very unlikely—also lead to appeals to the United Nations if the UK does not criminalise jaywalking, require all cars to park on the left-hand side of the road, require drivers to turn on their lights when driving through certain tunnels—something that, on the whole, is probably a good thing—require motorcyclists to turn on their front and back lights at all times, and require parked cars to have parking lights switched on at night or in other periods of low visibility. There has been an interesting chain of events as a problem triggered by Brexit has produced a domino effect and required the Government to legislate for something that might or might not happen, having other unforeseen consequences that, as I said, were not clearly set out on the side of that famous bus. It would have had to have been a very long bus for all the consequences to have been set out on it.

I like to be true to my word. I said that I would be brief, so I shall draw my remarks to a conclusion. I have made the point about community licences and it seems to me that it would be sensible to try to replicate that scheme, as far as possible, to minimise the burden placed on hauliers, minimise any additional cost on them and reduce the risk of UK hauliers simply being excluded from the EU because of the limited number of licences that might be available. I hope that I will hear some positive and engaging words from the Minister on that subject. If that happens, I would not have to put the House through the pain of a vote this evening, getting in the way of Members who might have other things to do, such as watching Nigeria versus—I am not sure who they are playing, but one of the World Cup matches taking place this evening.

[Peter Aldous (Waveney) (Con)]

On Second Reading, I raised concerns on behalf of Transam Trucking, a specialist haulage company based in my constituency that is a market leader in the music and entertainment transport business, taking bands and acts on tours all around the UK and Europe. In the busy summer months, the company will have up to 250 lorries on the road or in Europe—150 of its own trucks and a further 100 subcontracted vehicles. Transam had expressed concerns to me that the Bill as originally drafted could cause difficulties in securing contracts for the summer of 2019, for which negotiations are now well under way. I am grateful to the Minister for listening to those concerns and introducing an amendment to the Bill in Committee to address the worries of Transam and other hauliers. I thank him for writing to me in response to the letter in which I set out Transam’s worries in detail.

The amendment that the Government have introduced is clause 2(1)(d). Transam has studied the provision closely and, to a large extent, the Minister has addressed its worries. Prior to the introduction of the current EU road transport regulations, Transam used to work under a non-quota international haulage permit system. Those permits were freely available and the system worked well. There was a worry that that might not be the case in future, and the Government’s amendment implies that the number of permits will be limited, at the discretion of the Secretary of State, and that permits will be made available only in an emergency or for a special need.

There was a concern that Transam’s customers, if they believed it could not obtain permits, might look to place their business elsewhere with its European competitors, which would not have been constrained by the regulations. However, Transam and its advisers have received assurances that permits will be issued on an unlimited basis for industries such as Transam’s, and I welcome the Government’s clarification of that position.

Hopefully it will not be necessary for the measures contained in the Bill to come into effect and the Government will be able to reach an agreement with the EU so that the existing liberalised access for UK commercial haulage can continue and be developed still further.

It is important to monitor the situation as we move forward, and I will pass on any feedback I get from Transam to the Minister for his information and consideration. Transam’s iconic black trucks have been on the road and on tour all around Europe for over 40 years and, in its own words, Transam has been

“ensuring the magic always happens on stage, on time and on budget.”

Transam’s is a very important business, which is largely geared towards the export market. Post Brexit, it is vital that such business not only continues but grows, and I am grateful to the Minister for addressing its concerns and for providing the opportunity for that to happen.

[Karin Smyth]

Notwithstanding the comments of the right hon. Member for Carshalton and Wallington (Tom Brake) on the Bill’s origins, I am grateful that the Bill has given me the opportunity to highlight the gaping hole in some of our country’s legislation on the safety of light trailers.

My focus in seeking to amend the Bill, working with noble Lords and the Opposition Front Bench, has always been public safety, following representations made to me by my constituents Donna and Scott Hussey on the tragic loss of Freddie, their then three-year-old son, who was killed by a 2-tonne trailer.

Since the Bill was introduced in the House of Lords in February, peers and Members from all parties have made thoughtful, informed contributions on the complex issues associated with it. We have heard a lot of arguments on proportionality, on bureaucratic burdens, on cost, on scope and on timeframes, but we have also heard about a number of deaths caused by unsafe trailers.

I am particularly grateful to Lord Bassam, who tabled the initial probing amendment on safety in the context of Freddie’s death, and who pressed the Government to do what their impact assessment said they would do and seize the opportunity of this Bill to improve safety through better regulation. I also pay tribute to Lord Tunnicliffe for tabling the amendment on Report requiring the Government to collate comprehensive data on trailer safety and to publish it in a report, for which the noble Lords voted.

There has been significant discussion and consensus on the gaps and problems in existing information on light trailers and on the degree of threat they might pose. I am pleased that the Government agreed in Committee to produce a report that includes a recommendation on whether compulsory registration or periodic testing of trailers weighing more than 750 kg should be introduced—that is now part of clauses 20 and 21. It was also reassuring to hear the Minister confirm that the report will include an assessment of existing provisions relating to the installation of tow bars, following the compelling arguments made by my hon. Friend the Member for Rotherham (Sarah Champion).

I pressed the Minister on what information the report would contain over and above what we already know, and I was pleased to receive his assurance that, in collating the information, his Department will consider what other types of data, beyond the STATS19 form, it may be able to obtain to inform the recommendations; will pay due attention to the challenge of the under-reporting of accidents, as highlighted in our debates; will use the report as a starting point from which to consider whether significant changes are necessary to how it reports on trailer safety; and will include data on all trailer categories in the report.

I was also pleased to hear the Minister agree that there might be a case for extending the Department’s road safety communications more widely on the issue of driver behaviour and driver education as the Bill comes into effect. As I highlighted a couple of years ago in my Westminster Hall debate to the then Minister, the hon. Member for Harrogate and Knaresborough (Andrew Jones), we should make it as unacceptable to drive with an unsafe trailer as it is to drive while using a mobile phone or while over the drink-drive limit. Such a culture change requires a commitment from the Department. I thank the Minister for these assurances, and have written to him to ask that he keeps me updated on the progress of the report over the coming months—I am sure he will do so.

Haulage Permits and Trailer Registration Bill [Lords]

Peter Aldous Excerpts

2nd reading: House of Commons & Money resolution: House of Commons & Programme motion: House of Commons
Monday 14th May 2018 Commons Chamber

[Peter Aldous (Waveney) (Con)]

I will not detain the House for long this evening. I welcome the precautionary measures and the purpose behind this Bill. The logistics, storage and distribution industry is a very important component part of the East Anglian economy, with the container business going through Felixstowe and agricultural foodstuffs going through smaller ports such as Lowestoft in my constituency.

I just wish to home in for a few minutes on a particular business in my constituency. Transam Trucking is very much a specialist in storage and distribution, with an important focus on Europe. It was formed in 1976 and is, in effect, a company of roadies. It provides specialist haulage services to the music industry and it takes bands and acts on tours all around Britain and Europe, particularly during the summer months. It has built up a significant business over its 40 years. Its client list is pretty impressive. It includes: Roger Waters, Bryan Adams, Iron Maiden, Guns N’Roses, Judas Priest, the Rolling Stones, Ozzy Osborne, Ringo Starr, Gary Barlow, Katy Perry, Billy Joel, and, bringing us up to date, Taylor Swift.

The company has built up this particularly strong business. What concerns it is a particular directive that came out from the EU in January from the European Commission’s Directorate-General for Mobility and Transport, setting out the requirements for its business post Brexit. It is particularly concerned about the requirement for road transport operators to hold a certificate of professional competence, which must be issued by an EU state. The current certificate, which may be issued by Britain, will no longer continue. Likewise, driver attestation must be provided by the remaining EU states. Furthermore, after 29 March, a driving licence issued by the UK will no longer be valid. There is also a requirement that it must have an established base on the continent. We have also heard the issues related to Community licences, and the questions over whether they will still be valid.

Clearly, there is uncertainty hanging over the industry. It is important to bear in mind that this company is now beginning to take bookings for next year—post March 2019—and a number of clients are questioning whether it will be able to continue to provide the services that it has provided for the past 40 years. In particular, I am told that the Germans are casting very envious eyes on what is a great British industry. Can the Minister clarify whether the concerns of businesses such as Transam Trucking have been taken into account in this Bill? If not, can he provide other assurances to ensure that those concerns are allayed?

Community Transport

Peter Aldous Excerpts

Thursday 10th May 2018 Westminster Hall

[Peter Aldous (Waveney) (Con)]

It is a pleasure to serve under your chairmanship, Mr Davies. I congratulate the hon. Member for Nottingham South (Lilian Greenwood) on securing this debate and on her Select Committee’s work in scrutinising the impact of the changes. It is right that this debate is taking place now, just after the Government have closed their consultation on the use of section 19 and section 22 permits.

I want to pass on the concerns that two community organisations in my constituency, Bungay Area Community Transport and Halesworth Area Community Transport, have raised with me. There are five issues I will draw attention to. The first is the disproportionate impact on smaller operators. BACT and HACT have advised me that should the proposals go through, they will have to close.

My second point—the hon. Lady did refer to this—is that community transport generally complements, rather than competes with, commercial operators. BACT and HACT have made that point to me. There is a view that the Government are responding to the prompting of a small number of vocal commercial operators that are not representative of the commercial sector as a whole.

My third point is that there is a risk of a domino effect. If one service is closed, it can cascade all the way down through local economies, with redundancies, staff reductions, day centres closing, market towns having even more problems and banks having yet another excuse to close their branches.

My fourth point is that local and national Government have supported the sector for decades, and there is a very good reason for that: it is the best way of plugging this particular hole and meeting this existing demand. If the changes go through, I fear that Government will just have to come up with an alternative arrangement, in effect reinventing the wheel.

My final point is about the social and community role that these organisations provide. I will give one example that BACT brought to my attention. Mr and Mrs X are both disabled with walking difficulties, and Mr X has Parkinson’s. They live in a remote rural village and have no family close by. They make use of BACT’s car service for medical appointments, its dial-a-ride service to get them to the shops and its rural bus service once a week to get to the market town. They would be totally isolated without BACT, and they would probably be forced to leave their family home. In that context, I ask the Government to pause, go back and review the system, which has operated in this country—it is a British way of doing things—and should be allowed to continue.

Oral Answers to Questions

Peter Aldous Excerpts

Thursday 1st March 2018 Commons Chamber

[Chris Grayling]

As the hon. Gentleman knows, I went to that event and made a commitment. I praise my right hon. Friend the Member for Clwyd West (Mr Jones) for bringing the event together and thank all the Members from north Wales who attended. I gave a clear indication of the Government’s sympathy with the need for the Crewe hub. I talked about the re-signalling on parts of the route, which will improve performance on the line. The hon. Gentleman will be aware, as the Member of Parliament for Wrexham, that we are now carrying out the study on how we deliver a proper service on the Wrexham to Bidston line. Under this Government, the time has certainly come for transport improvements.

[Peter Aldous (Waveney) (Con)]

BACT—Beccles and Bungay area community transport—plays a key strategic role in north Suffolk in serving remote rural areas and many vulnerable people. Will the Minister assure me that in assessing the feedback from his current consultation, his No. 1 objective will be to put the future of organisations such as BACT on a sustainable, long-term financial footing?

[Jesse Norman]

I can absolutely assure him that the Department’s goal has always been to manage this process with as little impact as possible and ultimately to the benefit of the community transport sector, if we possibly can.

Rail Update

Peter Aldous Excerpts

Wednesday 29th November 2017 Commons Chamber

[Chris Grayling]

Of course, much of the responsibility for local services in the hon. Lady’s constituency lies with the Welsh Government, and I am looking forward to seeing the outcome of their work in delivering new trains and better services as part of the new franchise. As for what we are doing in her constituency, there is the electrification programme into Paddington and the investment in the intercity express trains, which are providing faster and better journeys, but I am expecting and hoping for a significant increase in services from Cardiff eastwards as part of the Wales and the borders franchise, which is one reason why we support the plan for Cardiff Parkway station. I am hoping for a significant enhancement, as part of that franchise, to the connections from Cardiff to Newport and Bristol.

[Peter Aldous (Waveney) (Con)]

I thank the Secretary of State for his statement. The east Suffolk line, which runs from Lowestoft to Ipswich, dodged the Beeching bullet and is now going from strength to strength, with a regular hourly service. Will he give an assurance that his improvements will provide the framework for further improvements, including a more frequent and faster service?

[Chris Grayling]

One of the things I am pleased we are doing in partnership with the private sector is the complete transformation of the train fleet across East Anglia. Every single train will be replaced with brand-new trains that have more capacity for passengers. As demand grows, we will have to look again at routes such as my hon. Friend’s to see whether there is a need for more services. In the immediate future, however, I hope that his constituents will be delighted to see the brand-new trains arriving to deliver a better journey for them.

East Suffolk Railway Line

Peter Aldous Excerpts

Wednesday 18th January 2017 Westminster Hall

[Peter Aldous (Waveney) (Con)]

I beg to move,

That this House has considered future investment in the East Suffolk railway line.

It is a pleasure to serve under your chairmanship, Mr Bailey.

I am pleased to have secured this debate, which provides a timely opportunity to highlight the important role that the East Suffolk railway plays in the local transport network. It is the line that runs north to south and links Lowestoft in my constituency to Ipswich via 10 intervening stations. The line has a fascinating and in many ways illustrious history, including many great moments, some sad times and a fight for survival. At present, things are going well. With the right investment we can do even better and provide local people with a high-quality railway service to play a key role in bringing jobs and growth to the area.

The East Suffolk opened on 1 June 1859. At the time it ran from Ipswich to Yarmouth South Town, in Great Yarmouth, with branches to Framlingham, Snape, Leiston and Lowestoft. Further branches were subsequently built to Southwold and Felixstowe; the former has long since closed, but is remembered with affection, while the latter remains and is a key national freight route from the port of Felixstowe to the east and west coast main lines. Today, the East Suffolk runs for 44 miles from Ipswich to Lowestoft through four parliamentary constituencies: Ipswich, Central Suffolk and North Ipswich, Suffolk Coastal and my own, Waveney. Much of what I say will highlight the importance of the railway to my constituency, but it would be remiss of me not to think strategically and to consider the whole line and the opportunities that it brings to the wider east Suffolk area.

The Minister for the Cabinet Office and Paymaster General, my right hon. Friend the Member for Ipswich (Ben Gummer), and the Under-Secretary of State for Environment, Food and Rural Affairs, my hon. Friend the Member for Suffolk Coastal (Dr Coffey), are not able to be here because of their ministerial duties and commitments, but I am pleased to be joined in the Chamber by my hon. Friend the Member for Central Suffolk and North Ipswich (Dr Poulter). He will no doubt highlight those issues to which I do not give sufficient weight and will pick me up if I get anything wrong or wander too far off track.

The East Suffolk faced its darkest hour in the 1960s when Dr Beeching earmarked it for closure. A strong local rearguard action was mounted and, ultimately, the East Suffolk dodged the Beeching bullet, with Barbara Castle reprieving the line in autumn 1966. Much of the credit for that victory must go to ESTA, the East Suffolk Travellers Association, which formed in 1965 and continues to campaign today for improvements to the line and the bus services that link to it. I am a member, and I commend it for its work. ESTA campaigns are properly researched and evidence-based.

It is appropriate to consider the role that the East Suffolk line plays in linking the county’s two largest towns, with stations along its route in market towns and villages. John Brodribb commented in his 2003 book, “An Illustrated History of the East Suffolk Railway”:

“The East Suffolk had never been promoted simply for private advantage or pecuniary profit: it was a public utility serving a rich cultivated district.”

The East Suffolk is still very much a public utility, and although I do not wish to be downbeat and say that the area is no longer rich and cultivated, things were very different in the mid-19th century. Agriculture dominated the local economy, and Lowestoft, owing to the entrepreneurial flair of Sir Samuel Morton Peto, was a flourishing resort and port with a new harbour. Today things are different. Agriculture is still important but not as significant, and Lowestoft has, like many coastal communities, been hit hard by the decline of the fishing industry and the challenges faced by much of British manufacturing at the end of the 20th century.

Good communications are one of the keys to secure an economic renaissance and to bring prosperity back to an area. Along with improved roads and superfast broadband, the railways have an important role to play. Improving the East Suffolk line would benefit the industries and economic centres so important to the area’s future: ports and logistics, with sidings into Felixstowe and Lowestoft ports; the energy sector, with freight access to Sizewell via the former Leiston branch, where planning is stepping up for the construction of the Sizewell C nuclear power station, and to Lowestoft which is a fast-emerging hub for the offshore renewables sector; and tourism, with stations providing gateways to Suffolk’s historic towns or the potential of bus connections to a wide variety of attractions such as the broads, Framlingham Castle or the Latitude festival.

The past few years have been good for the East Suffolk line. That renaissance is under way, but we need to nurture, sustain and encourage it. As a result of the reintroduction of an hourly service following the construction of the £4 million Beccles loop, in 2011-12 to 2015-16 passenger movements at East Suffolk line stations averaged growth of 29%, compared with average growth of 13% across the rest of Suffolk. The growth figure varies from station to station: at Beccles it is 38%; Brampton 43%; Wickham Market 34%; and, way out on its own, Oulton Broad South 134%. The one blot on the landscape is Westerfield, where passenger numbers have declined by 42%, although that can almost certainly be attributed to the previous half-hour service for the station, at the junction with the Felixstowe branch line, being reduced to an hourly one. That highlights the need for specific work at Westerfield, to which I shall return.

It is also appropriate to mention improvements carried out by local community groups. For many years the Halesworth and District Museum has been located in the station. Last year an inspiring and highly imaginative redevelopment of Beccles station was completed. Previously the station was an eyesore; now it is an inviting and attractive gateway to the town. The East Suffolk also has the advantage of a proactive and visionary Community Rail Partnership, which has worked up a wide variety of schemes to increase and broaden the line’s appeal to passengers.

Last October a new franchise was granted to Abellio Greater Anglia. Many of the new arrangements rightly focus on improving the main line, the Great Eastern from Liverpool Street to Norwich, but many elements of the package will have direct benefits for the East Suffolk, such as brand new trains on the line from 2019-20. The new trains will have air-conditioning, wi-fi and plug points, and they are particularly welcome because for too long East Anglia has been the elephants’ graveyard for old trains. Also from 2019, there will be four trains a day between Lowestoft and London, which is important and highly symbolic. One of the disadvantages that Lowestoft faces is its perceived remote location. For me, personally, with a heavy suitcase in tow, to stagger up the steps from the underground to the main concourse at Liverpool Street and to look up at the display board to see there in lights through trains to Lowestoft is so very important.

Those improvements are welcome but must be the beginning and not the end of investment in the East Suffolk line. We must not rest on our laurels. The work that has been carried out so far and the positive outcomes that have resulted show the great potential for further investment to promote economic growth. The Great Eastern line is the spine of the East Anglia rail network. The need now is to focus on the feeder lines, of which the East Suffolk is one of the most important. There are pressing reasons and a strong case for pressing ahead for further improvements to the East Suffolk line.

The first reason is Sizewell C. EDF is consulting on its plans for a new nuclear power station at Sizewell near Leiston, with a view to submitting a planning application next year. The railway could play an important role in delivering aggregates for an enormous construction project to the site in a way that causes minimal disruption to local communities. EDF is working with Network Rail to carry out a governance for railway investment projects, or GRIP 2, study of the alternatives. Additional line capacity would need to be provided between Saxmundham and Woodbridge, and the various options must be carefully analysed. Those options include a passing loop at Campsea Ashe, a longer section of double track to the south, or complete redoubling of the track between Woodbridge and Saxmundham. Any improvements must take place well in advance of construction starting at Sizewell, which is scheduled for three years’ time, and the case to get on with the work as quickly as possible is very compelling. Welcome funding was provided in the autumn statement for a business case to be worked up for upgrading the A12, with specific reference to the four-villages bypass, and a similar appraisal for the railway should be twin-tracked at the same time.

The second reason for further upgrading the East Suffolk line is the port of Felixstowe. The branch line from Westerfield to Felixstowe plays an important role in enabling people to commute to work and get to and from what is a popular seaside resort, as well as facilitating the working of the port by getting more freight on to the railways, thereby relieving pressure on the A14 to the midlands. As I have mentioned, there is a capacity bottleneck at the junction at Westerfield that constrains such plans, and we must address now how best to resolve that problem, which would bring significant benefits to the area and allow Felixstowe to maintain its position as a leading global container port. That is so important as the country seeks to build new trading arrangements around the world. Additional capacity should be provided on the Felixstowe branch, which should be part of an electrified bespoke freight line between Felixstowe and Peterborough.

The third reason for further investment is Lowestoft station. In 1961, Sir Nikolaus Pevsner commented:

“The railway reached Lowestoft in 1847 and the station was built close to the harbour. It is Italianate, of yellow brick, asymmetrical and picturesque”.

I am afraid that I have to report that Lowestoft Central station is at present not picturesque. The building and its surrounds are in a sorry, dilapidated state. The good news is that the Lowestoft station partners, with whom I am working closely, have come together with a visionary set of proposals to refurbish the station and revitalise the surrounding area. They presented those plans to the Minister at a meeting in his office in November, and he has kindly given his support to them and agreed to visit the station to view the situation for himself.

Lowestoft Central is Britain’s most easterly railway station, occupying a unique location in the town centre within walking distance of the blue flag south beach. It was built by Lucas Brothers, which also built the Royal Albert Hall, Alexandra Palace and York station. Its refurbishment can act as a catalyst for the regeneration of the surrounding station square. That will be facilitated by the third crossing of Lake Lothing, which will divert through traffic away from the town centre.

The fourth factor behind my request for further investment is the need to promote growth and, linked to that, improve journey times. An improved service on the East Suffolk line can play an important role in helping to attract more business, new jobs and more visitors along the entire length of the line and its surrounds. That is recognised and is being promoted by the Suffolk chamber of commerce, the Lowestoft and Waveney chamber of commerce, Suffolk County Council in its rail prospectus, Waveney District Council and Suffolk Coastal District Council.

At present, the journey time from Lowestoft to Ipswich—a 44-mile journey—is more than 90 minutes. For a lot of people, that is a major disincentive to let the train take the strain. When the through service to Liverpool Street is reintroduced, it is likely to have a journey time of more than 160 minutes. That is longer than it took in 1904 to make the same journey on one of the seaside specials that ran on Saturdays in the summer. Speeding up that journey will also help to get traffic off the A12, and it will be achieved in four ways: through the faster trains that are on their way, more dual tracking, track replacement and a review of which of the numerous crossings of the line, many of which are private and pedestrian, are absolutely necessary. That work, particularly on the last issue, will require thorough consideration and wide-ranging consultation, but we need to get on with it straightaway.

My fifth point is that there is a need for better bus connections at stations. The new interchange facilities at Lowestoft station are welcome, and good arrangements are in place at Halesworth, where buses to Southwold meet the trains, but these need to be extended to other stations. We need a network of virtual railways along the entire line, whereby trains and buses seamlessly serve the market towns and coastal resorts that do not have stations. I have in mind such places as Bungay, Aldeburgh and Orford.

In conclusion, I see a great future for the East Suffolk line, which can help to bring a better quality of life, jobs and prosperity to the whole east Suffolk region. However, that will not happen on its own; we need to kick-start it. We need to plan for it and have a business plan in place. Time is of the essence, particularly with Sizewell C and the need for better freight facilities serving the port of Felixstowe. We must start that work now. I would be grateful if the Minister outlined how best we can secure the funds for a study. Once the plan has been completed, we can set about delivering the improvements that I have outlined. That said, we should start work straightaway on the refurbishment of Lowestoft station and improving bus connections, and I would be most grateful for the Minister’s support for those schemes.

If it is acceptable, Mr Bailey, I think my hon. Friend the Member for Central Suffolk and North Ipswich (Dr Poulter) would like to say a few words.

[Mr Adrian Bailey (in the Chair)]

I had not actually received any indication that Dr Daniel Poulter wanted to contribute to the debate. However, if you are in agreement, Mr Aldous, as I gather you are, and if the Minister is also in agreement—